EP3483106B1 - Automatischer und manueller rettungsbetrieb für ein aufzug - Google Patents

Automatischer und manueller rettungsbetrieb für ein aufzug Download PDF

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Publication number
EP3483106B1
EP3483106B1 EP17200594.4A EP17200594A EP3483106B1 EP 3483106 B1 EP3483106 B1 EP 3483106B1 EP 17200594 A EP17200594 A EP 17200594A EP 3483106 B1 EP3483106 B1 EP 3483106B1
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EP
European Patent Office
Prior art keywords
elevator
power supply
switch
converter
link
Prior art date
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Active
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EP17200594.4A
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English (en)
French (fr)
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EP3483106A1 (de
Inventor
Arto Nakari
Olli POKKINEN
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Kone Corp
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Kone Corp
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=60269776&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP3483106(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Kone Corp filed Critical Kone Corp
Priority to EP17200594.4A priority Critical patent/EP3483106B1/de
Priority to ES17200594T priority patent/ES2812804T3/es
Priority to DK17200594.4T priority patent/DK3483106T3/da
Priority to EP18154112.9A priority patent/EP3483107B1/de
Priority to US16/168,488 priority patent/US11577934B2/en
Priority to US16/172,386 priority patent/US11498806B2/en
Priority to CN201811300653.6A priority patent/CN109748161B/zh
Priority to CN201811323889.1A priority patent/CN109748166B/zh
Priority to RU2018139323A priority patent/RU2760796C2/ru
Publication of EP3483106A1 publication Critical patent/EP3483106A1/de
Publication of EP3483106B1 publication Critical patent/EP3483106B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/027—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions to permit passengers to leave an elevator car in case of failure, e.g. moving the car to a reference floor or unlocking the door
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
    • B66B1/306—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor with DC powered elevator drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • H02J9/061—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for DC powered loads
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1588—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load comprising at least one synchronous rectifier element
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B50/00—Energy efficient technologies in elevators, escalators and moving walkways, e.g. energy saving or recuperation technologies

Definitions

  • the present invention relates to an elevator comprising an elevator motor, a motor drive for the elevator motor having a frequency converter comprising a rectifier bridge, an inverter bridge and a DC link in between, which frequency converter is controlled via a controller, the rectifier bridge being connected to mains via three feed lines comprising chokes, whereby the rectifier bridge is being realised via controllable semiconductor switches so that it is able to refeed electricity into mains during generator mode of the elevator or elevator group.
  • the elevator has a contactor being located between the feed lines and mains as well as a backup power supply at least for emergency drive operation.
  • the elevator comprises an emergency control for performing an automatic emergency drive, which emergency control might be a separate component but is preferably integrated with the controller.
  • the backup power supply is via a first switch connectable with only a first of said feed lines and the necessary Dc link voltage is provided via a boost activity of at least one of the semiconductor switches of the rectifier bridge connected with the first feed line and the at least one choke provided in the first feed line.
  • the controller regularly also controls the elevator brakes of the elevator to release them in normal operation as well as during an emergency drive.
  • the backup power supply which is regularly realized via a battery may also be formed by other power supplies as e.g. supercapacitors. This technology forms the background of the invention.
  • Such kind of elevator is disclosed in the WO 2008/100259 A1 .
  • the second and/or third of said feed lines is via a second switch connectable to a power supply of an elevator car door, whereby the first switch connecting the backup power supply to the first feed line as well as the second switch connecting the power supply of the elevator car door are controlled by the emergency control.
  • the emergency control again is connected to a manual drive arrangement having a manual drive switch for manual rescue drive.
  • This inventive solution enables the use of the rectifier bridge on one hand to act as a booster in connection with a choke in the first feed line to transform the DC voltage of the backup power supply, hereinafter battery, to the required DC link voltage and the second and third feed line are simultaneously used to provide alternating current as power supply for the elevator car door which power supply is connected via the second switch to the second and/or third feed line.
  • the emergency control which is usually integrated in the controller is able to release the elevator brakes and to start rotating the elevator motor to move the elevator car to the adjacent landing of the elevator.
  • the emergency control is via the second and/or third feed line able to supply the necessary power for the elevator car door to open it so that the trapped passengers can be released.
  • the emergency control feeds power for the elevator car door also during emergency drive, to provide closing torque to keep the doors closed.
  • the rectifier bridge which is a modulated rectifier bridge comprising of semiconductor switches controlled by the controller is therefore able to simultaneously fulfil the task of increasing (boosting) the DC voltage for the DC link as well as to provide the AC voltage for the elevator car door.
  • the emergency control is thereby connected to a manual drive arrangement having a manual drive switch for the manual rescue drive which preferably enables the emergency control and/or the controller to be provided with power from the battery so that it is able to release the elevator brakes and to rotate the elevator motor preferably as long as the manual drive switch is pushed.
  • the elevator also comprises the automatic emergency drive function which is automatically performed by the emergency control in case of a power failure of (public) AC mains. Only in case the automatic emergency drive function does not work, e.g. because the controller gets no supply power and operating state of the elevator is therefore undefined, for example, elevator car position may be unknown, the emergency drive can be initiated by the manual drive arrangement by pushing the manual drive switch.
  • the backup power supply is connected to the DC link via a DC/DC converter, preferably in flyback topology.
  • the capacitor of the DC link can be charged up to a sufficient voltage level before connecting the first feed line to the backup power supply to perform the boost action for the DC link.
  • the advantage of the DC/DC converter is that the current provided by the DC/DC converter to the DC capacitor is limited so that the charge current peak which is present at the start of the charge up of the capacitor does not harm the DC/DC converter, the battery or the first switch.
  • the DC/DC converter is bidirectional and is configured on one hand to generate a DC voltage for the DC link which is higher than the battery voltage, and on the other hand the DC/DC converter is configured to form a charging circuit for the battery fed from the DC link.
  • the DC/DC converter has two functions, i.e.
  • the manual drive circuit is disposed in a remote control unit outside of elevator shaft, so that the person performing the manual rescue drive does not need to enter the elevator shaft.
  • a transformer is arranged between the car door arrangement (door operator) and the second switch, so that the supply voltage can be easily adapted to the requirements of the door arrangement.
  • the DC/DC converter is one directional such that is it configured only to charge the battery from the DC link.
  • the DC/DC controller only has one MOSFET transistor in the DC link side of the transformer, and the other MOSFET transistor in the battery side is not needed.
  • the DC/DC converter comprises at least one PWM controller, preferably two PWM controllers, namely one on each side, which is/are controlled via the controller.
  • the programs to control the PWM controllers are then preferably stored in the controller so that it is optimized for battery charging during normal operation as well as for pre-charging the capacitor in the DC link during emergency drive.
  • a capacitor is provided in the DC link which is the normal frequency converter topology to minimize voltage ripple in the DC link.
  • the controller comprises an auxiliary power input being connectable to the backup power supply.
  • the DC link usually supplies power to the controller.
  • this auxiliary power input is advantageous as it can be connected to the backup power supply during mains power off to ensure that all necessary operations in connection with an emergency drive, independent whether it is an automatic emergency drive or a manual emergency drive, can be performed.
  • a second DC/DC converter is connected with the auxiliary power input.
  • the second DC/DC converter can boost or reduce the incoming voltage to the voltage level which is adapted as supply voltage for the controller.
  • the second DC/DC converter is a PWM-controlled which enables a wide input voltage range.
  • the PWM of the second DC/DC converter has its own separated control as the function of the controller is not ensured in case of mains power off because of missing supply voltage.
  • the DC/DC converter of the battery is connected to the auxiliary power input, preferably to the second DC/DC converter, preferably via a diode.
  • the controller may receive the energy from the DC/DC converter in a mains power off situation when the DC/DC converter is starting to charge up the capacitor in the DC link which provides a DC voltage which is higher than that needed by the controller so that the voltage level can be adapted to the correct voltage for the controller by the second DC/DC converter.
  • the second DC/DC converter receives power from output of the DC/DC converter when it has higher voltage than the battery, otherwise second DC/DC converter receives power from the battery via the third switch whereby the first and second diodes act as selector or the highest input voltage for the second DC/DC converter.
  • an activation circuit is provided between the backup power supply and the auxiliary power input, in which activation circuit a third switch is provided which is controlled via the emergency control (controller) as well as via the manual drive arrangement.
  • the emergency control closes the third switch which is preferably a semiconductor switch and thus it is ensured that the battery is connected with the auxiliary power input of the controller, possibly via the second DC/DC converter to ensure a correct voltage level.
  • the third switch cannot be closed via the emergency control itself as done during an automatic emergency drive.
  • the third switch can be closed so that enough power is provided for the emergency control (controller) to perform a manual emergency drive which also requires that via the emergency control (controller) the brakes are released.
  • the elevator motor is rotated and after arrival at a landing the car doors are opened.
  • the emergency control (controller) is thus connected in any case to the battery via the activation circuit.
  • the activation circuit is thereby closed either via the automatic emergency drive function of the emergency control itself or via the manual emergency drive function of the manual drive arrangement (pushing a manual drive switch in a manual drive circuit of the manual drive arrangement).
  • the third switch is connected to the second DC/DC converter via a second diode, which ensures that power only flows one way to the auxiliary power input of the controller.
  • the first DC/DC converter is connected to the auxiliary power input - or second DC/DC converter - via a diode the power is fed to the auxiliary power input either from the DC/DC converter or from the activation circuit, i.e. which source provides the higher supply voltage level.
  • the second DC/DC converter is PWM-controlled enabling a wide input voltage range.
  • at least one capacitor is connected between the positive and negative branch of the DC link. This capacitor smoothes the ripple in the DC voltage of the DC link.
  • this capacitor may be formed by a series connection of two capacitors in which case the connection point of the two capacitors can be used as a neutral point of the DC link.
  • the third switch in the activation circuit is controlled via at least one semiconductor switch controlled by the emergency control as well as by the manual drive arrangement. That means the emergency control during its automatic emergency drive function controls the third switch to close so that power is fed from the battery to the auxiliary power input of the emergency control (controller).
  • a fourth switch in a manual drive circuit of a manual drive arrangement is connected, which is preferably an opto-coupler. If the emergency control is not able to switch on the third switch via the semiconductor switch, the switching of the third switch can be realized by the fourth switch which is activated via the manual drive circuit by pushing the manual drive switch located therein.
  • the embodiment of the fourth switch as an opto-coupler has the advantage that the manual drive circuit of the manual drive arrangement is galvanically isolated from the circuit of the elevator drive.
  • the manual drive circuit in which the activating switch is connected comprises a second backup power supply, preferably a second battery.
  • the manual drive circuit is connected to the third switch preferably via the opto-coupler.
  • the separated manual rescue switch has its own second backup power supply, preferably battery, which enables a reliable use of the manual drive arrangement in case of mains power off.
  • At least one capacitor is connected between the positive and negative branch of the DC link which enables a smooth DC link voltage preferably when the DC link voltage is boosted via the connection of the backup power supply to the first feed line in connection with its choke and the corresponding semiconductor switches of the rectifier bridge.
  • the semiconductor switches of the rectifier bridge connected to the first feed lines are operated during boost operation preferably in a non-claimed embodiment with a frequency of 100 Hz - 10 kHz to provide in connection with the choke located in the first feed line the sufficient DC voltage for the DC link.
  • the semiconductor switch of the lower half-bridge controls via its switching cycle the voltage, which is based on the inductance voltage peaks of the choke(s), which voltage peaks run via the anti-parallel diode of the upper semiconductor switch to the positive branch of the DC link.
  • a voltage is boosted which is much higher than the feed voltage of the backup power supply.
  • the semiconductor switches of the rectifier bridge are provided with antiparallel diodes, so that easier voltage boosting function in the above sense is enabled.
  • the invention also refers to a method for performing a rescue operation in an elevator according to the type which is described above. This method works as follows: In case of mains power off, the contactors are opened so that the feed lines are no longer connected with AC mains. Then, the backup power supply is initiated to feed direct current to the DC link via the DC/DC converter which boosts the DC voltage to a level which is adapted for the DC link (regularly several hundred volts) from the battery voltage level (regularly 20 to 63 V). This pre-charges the capacitor in the DC link.
  • the emergency control (controller) then energizes an activation circuit via the emergency control or via a manual drive circuit, which activation circuit connects the backup power supply to an auxiliary power input of the emergency control to selectively perform an automatic or manual emergency drive.
  • the backup power supply is connected to the first feed line and the lower semiconductor of the rectifier bridge connected to the first feed line is controlled to switch, e.g. with a frequency between 100 Hz and 100 kHz which is optimal for voltage boosting.
  • the emergency control energizes the elevator brakes to release by controlling power supply from the DC link to the brakes and begins rotating the elevator motor via control of the inverter bridge, whereas in the manual rescue drive, the emergency control at least energizes the elevator brakes to release by controlling power supply from the DC link to the brakes, in which case the car may e.g. move by its gravitational force.
  • the semiconductor switches connected to the second and/or third feed line an AC voltage is created in the second and/or third feed line which is/are connected as power supply to the door arrangement of the elevator car. After the elevator car has reached a landing zone the car doors are opened to release the passengers with the supply voltage fed via the second and/or third feed line.
  • an AC voltage is created in these feed lines, and the second and/or third feed line is connected via a second switch to the door arrangement, i.e. door drive and door controller of the elevator car as a power supply.
  • the second or third feed line is connected as a power supply to the car arrangement the other pole for the power supply has to be created by a neutral voltage level of the DC link.
  • This neutral point could be created for example by using the connection point between two capacitors which are connected in series between the two branches of the DC link.
  • the power supply is between the second or third feed line on one hand and the neutral point on the other hand or between the second and third feed line.
  • a transformer is arranged between the car door arrangement and the second switch such that the AC voltage created in the second and third feed lines is supplied to the transformer and transformed to an adapted voltage for the door arrangement.
  • a manual drive switch in a manual drive arrangement is pressed to energize the activation circuit which leads to a connection of the backup power supply with the (auxiliary) power input of the controller/emergency control. This enables the activation of the controller even if it is in an unpowered state via manual operation of the manual drive arrangement.
  • the DC/DC converter which is used to pre-charge the capacitor in the DC link before connecting the backup power supply to the first feed line is used in a normal elevator operation as a charging circuit for the backup power supply.
  • the controller may a non-claimed embodiment be a separate or integrated part of the elevator control, and it may comprise or being connected with the control of the elevator brakes to release the elevator brakes during an emergency drive.
  • the control of the elevator brakes is described to be integrated with the controller, but it is clear that it may be a separate control component connected to the elevator control and/or controller.
  • the controller is usually a digital signal processor which is connected by control lines with the semiconductors of the rectifier bridge as well as of the inverter bridge and it has inputs for obtaining status data of the elevator motor as velocity and electric values of the inverter bridge and of the elevator motor.
  • the power supply to the emergency control (controller) in case of mains power off has been realized via its auxiliary power input.
  • the auxiliary input is preferable but not really necessary to perform the above functions.
  • the power is fed from the DC/CD converter or activation circuit to the (normal) power input of the emergency control (controller).
  • the semiconductor switches of the rectifier bridge and/or inverter bridge may preferably be IGBTs or MOSFETs or SiC MOSFETs.
  • backup power supply battery; rectifier bridge - modulated rectifier bridge; DC/DC converter - first DC/DC converter; capacitor - smoothing capacitor; elevator brake - motor brake; landing zone indicator - door zone indicator; fourth switch - opto coupler;
  • Fig. 1 shows an elevator 10 comprising an elevator motor 12 which is controlled by an elevator drive 14 which is embodied as a frequency converter comprising a modulated rectifier bridge 16 consisting of semiconductor switches with antiparallel diodes, an inverter bridge 18 and a DC link 20 in between.
  • the DC link 20 comprises a smoothing capacitor 22.
  • the elevator motor 12 comprises preferably a traction sheave 24 over which a hoisting rope 26 is running carrying an elevator car 28 and optionally a counterweight 30. Alternatively, the hoisting rope 26 may be connected with the underside of the car to build a closed loop (with or without counterweight 30). Further, the elevator motor 12 comprises two parallel elevator brakes 32a, 32b.
  • a controller 34 which additionally forms an emergency control 35 of the elevator drive 14.
  • the controller 34 controls the semiconductor switches 17 of the rectifier bridge 16, the semiconductor switches of the inverter 18, the elevator brakes 32a, 32b and it is connected with a landing zone indicator 36 showing whether or not the elevator car has arrived a landing zone of the elevator 10.
  • the controller gets input of the electrical values of the inverter bridge and elevator motor and eventually a tachometer signal of an encoder at the motor shaft or traction sheave.
  • the rectifier bridge 16 is connected via three feed lines 38a-c to a main contactor 40.
  • the three feed lines 38 a-c are connected via the main contactor 40 with AC mains 42, i.e. with normally a three-phase AC public network.
  • AC mains 42 i.e. with normally a three-phase AC public network.
  • two chokes 44a, 44b are located in each feed line 38a-38c.
  • a capacitor bridge 46 is connected which in connection with the chokes 44a and 44b act as an AC line filter.
  • the elevator drive 14 comprises a backup power supply 48 preferably in form of a battery which is connected to a DC/DC converter 50, preferably in a flyback topology.
  • the DC/DC converter 50 comprises on both sides a PWM controller which is controlled by the controller 34.
  • the battery 48 is connected via a first switch 52 to the first feed line 38a.
  • the first switch 52 also disconnects the capacitor bridge 46 from the first feed line 38a simultaneously with connection to the battery 48.
  • the second and third feed line are connected with second switches 54a, 54b with door arrangement 56 comprising a door controller as well as a door drive and the car door.
  • the controller 34 has preferably an auxiliary power input 58 connected preferably to a second DC/DC converter 60.
  • the second DC/DC converter 60 acts as a kind of voltage regulator for the auxiliary power input 58 of the controller 34.
  • the second branch is connected to the DC link 20. Furthermore, additionally the second branch of the DC/DC converter 50 is connected via a first diode 62 to the second DC/DC converter 60 at the auxiliary power input 58 of the controller 34.
  • the battery 48 is via an activation circuit 64 directly connected to the second DC/DC converter 60, and thus to the auxiliary power input 58 of the controller 34.
  • the activation circuit 64 comprises a third switch 66 and a second diode 68.
  • the second DC/DC converter 60 receives power from output of the DC/DC 50 converter when it has higher voltage than the battery 48, otherwise second DC/DC converter 60 receives power from the battery 48 via the third switch 66 whereby the first and second diodes 62 and 68 act as selector or the highest input voltage for the second DC/DC converter 60.
  • the third switch 66 is preferably a semiconductor switch which is activated via a boost transistor 72 connected to the gate of the third switch 66.
  • the boost transistor 72 is controlled either via a transistor 70 (or other semiconductor switch) which is controlled via the controller 34 in case of an automatic emergency drive.
  • the boost transistor 72 is controlled a fourth switch 74 preferably in form of an opto-coupler.
  • This fourth switch 74 is connected in parallel to the transistor 70 and is comprised in a manual drive circuit 78 of a manual drive arrangement 76.
  • the manual drive circuit 78 comprises a second backup power supply (battery) 80 and a manual drive switch 82.
  • the manual drive circuit 78 is connected to the other components of the elevator drive 14 via the opto-coupler 74.
  • the third switch 66 in the activation circuit 64 is controlled either via the transistor 70 or via the opto-coupler 74 of the manual drive circuit 78, which two alternative ways correspond to an automatic or manual emergency drive of the elevator car, particularly in case of AC mains power off.
  • the function of the elevator 10 in an emergency case is carried out hereinafter: In case of a power off of the mains 42, the main contactor 40 is opened. Now, there are two cases. The first case is that the voltage level in the DC link 20 is sufficiently high enough for the controller 34 to operate. In this case, the transistor 70 controlled by the controller 34, i.e.
  • the emergency control 35 thereof is activated which closes the third switch 66 in the activation circuit 64 so that the battery 48 is via the second DC/DC converter 60 connected to the auxiliary power input 58 of the controller 34.
  • This power supply via the activation circuit 64 to the auxiliary power input 58 enables the controller 34 to operate properly.
  • the controller 34 controls the two PWM controllers of the DC/DC converter 50 to charge up the smoothing capacitor 22 in the DC link 20.
  • the first switch 52 is closed by the controller 34 so that the battery 48 is connected to the first feed line 38a. Simultaneously, the capacitor bridge 46 is separated from the first feed line 38a.
  • a DC voltage is connected to the first feed line 38a and the lower semiconductor 17f of the rectifier bridge 16 is controlled to open and close in a frequency of about 100 Hz to 10 kHz.
  • the smoothing capacitor 22 in the DC link has been pre-charged by the DC/DC converter 50, the current flowing through the antiparallel diode 17c is not too high for it to be harmed.
  • the DC link 20 has a sufficient voltage level so that the second switches 54a, 54b can be closed to energize the door arrangement 56 to ensure that the car doors are closed during emergency drive.
  • the controller 34 now controls the elevator brakes 32a and 32b to release and controls the semiconductors in the inverter bridge 18 to rotate the elevator motor 12.
  • the controller 34 stops rotating the elevator motor 12 and de-energizes the elevator brakes 32a, 32b enabling them to grip and keep the traction sheave 24 stopped.
  • the controller 34 initiates the door controllers and door drives of the door arrangement 56 to open the car door which is possible via the power supply via the second and third feed lines 38b and 38c which are connected to the door drive and door controller via second switch 54a, 54b.As normally the car doors connectors are coupled to the corresponding landing doors both are opened and the trapped passengers can be released.
  • the controller 34 is not able to activate the transistor 70 to close the third switch 66 in the activation circuit 64.
  • a maintenance person or an operator has to push a manual drive switch 82 in the manual drive circuit 78 which closes the fourth switch 74 parallel to the transistor 70 and thus closes via boost transistor 72 the third switch 66 connecting the battery 48 to the second DC/DC converter 60 at the auxiliary power input 58 of the controller 34 via the second diode 68.
  • the controller 34 is able to work and to start the necessary steps for performing the manual emergency drive as mentioned above with starting pre-charging the capacitor 22 in the DC link 20 via the DC/DC converter 50.
  • the manual drive switch has to be kept pushed until the car has arrived at a landing and the doors are opened so that the trapped persons may be released.
  • the automatic emergency drive maybe started automatically or controlled via a remote maintenance centre, which is connected to the controller 34 (and/or the elevator control) via a public communication network.
  • FIG. 2 An alternative embodiment shown in Fig. 2 is almost identical to Fig. 1 with the difference that the DC/DC converter 51 is only one directional such that is it configured only to charge the battery 48 from the DC link, but in contrast to Fig. 1 it is not able to feed boosted DC voltage to the DC link 20.
  • the DC/DC controller 51 only has one PWM controlled MOSFET transistor in the DC link side of the transformer, and the other MOSFET transistor in the battery side is not needed.
  • the initial charging of DC link takes place via a pre-charge line 83 in which a current limiting resistor and a third diode is connected.
  • This pre-charge line is connected between the output of the third switch 64 and the positive branch DC+ of the DC link 20..
  • This embodiment has the advantage of lower cost. Of course in this case the capacitor 22 can only be charged to the voltage level of the battery 48.
  • the capacitor 22 in the DC link 20 can also be formed by a series connection of two capacitors in which case the connection point of the two capacitors is used as a neutral point of the DC link, e.g. for connecting the door arrangement 56 between only one of the second or third feed line 38b, 38c and this neutral point.
  • the above elevator therefore allows automatic as well as manual emergency drive operation with a minimum of hardware components and with a high level of security and reliability.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Structural Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Elevator Control (AREA)

Claims (19)

  1. Aufzug umfassend
    - einen Aufzugsmotor (12)
    - einen Motorantrieb (14) für den Aufzugsmotor (12), der einen Frequenzwandler aufweist mit einer Gleichrichterbrücke (16), einer Wandlerbrücke (18) und einem dazwischen angeordneten Gleichspannungskreis (20), welcher Frequenzwandler mittels einer Steuerung (34) gesteuert wird, wobei die Gleichrichterbrücke (16) mit einer Wechselspannungshauptversorgung (42) über drei Spulen (44a,b) aufweisende Zufuhrleitungen (38a-c) verbunden ist, und die Gleichrichterbrücke (16) mittels steuerbarer Halbleiterschalter (17a-f) realisiert ist,
    - einen Schalter (40), der zwischen den Zufuhrleitungen (38a-c) und der Wechselspannungshauptversorgung (42) angeordnet ist,
    - eine Reservestromversorgung (48) zumindest für einen Notlauf,
    - eine Notsteuerung (35) zur Durchführung eines Notlaufs,
    - wobei die Reservestromversorgung (48) über einen ersten Schalter (52) mit lediglich einer ersten (38a) der Zufuhrleitungen (38a-c) verbindbar ist,
    dadurch gekennzeichnet, dass
    - eine zweite und/oder dritte (38b,c) der Zufuhrleitungen (38a-c) über einen zweiten Schalter (54a,b) als Stromzufuhr mit einer Kabinentüranordnung (56) verbindbar ist, während die zweiten und dritten Zufuhrleitungen (38b,c) durch den Schalter (40) von der Wechselspannungshauptversorgung (42) getrennt sind,
    - der erste Schalter (52) als auch der zweite Schalter (54a,b) mittels der Notsteuerung (35) gesteuert sind, und
    - die Notsteuerung (35) mit einer manuellen Antriebsschaltung (78) verbunden ist, die einen manuellen Antriebsschalter (82) für einen manuellen Notlauf aufweist.
  2. Aufzug nach Anspruch 1, bei dem die Notsteuerung (35) in der Aufzugssteuerung (34) integriert ist.
  3. Aufzug nach einem der vorhergehenden Ansprüche, in welchem die Reservestromversorgung (48) mit dem Gleichspannungszwischenkreis (20) über einen DC/DC-Wandler (50) verbunden ist, vorzugsweise in Flyback-Topologie.
  4. Aufzug nach Anspruch 3, in welchem der DC/DC-Wandler (50) bidirektional ausgebildet und konzipiert ist, eine Gleichspannung für den Gleichspannungszwischenkreis (20) zu generieren, welche höher ist als die Reservestromversorgungsspannung, und welcher DC/DC-Wandler (50) weiterhin konzipiert ist, als Ladeschaltung für die Reservestromversorgung (48) zu agieren, welche von dem Gleichspannungszwischenkreis (20) gespeist wird.
  5. Aufzug nach Anspruch 3, in welchem der DC/DC-Wandler (50) unidirektional ist und als Vorladeleitung (83) zwischen der Reservestromversorgung (48) und dem positiven Anschluss (DC+) des Gleichspannungszwischenkreises (20) geschaltet ist, vorzugsweise über einen dritten Schalter (66) einer Aktivierungsschaltung (64).
  6. Aufzug nach einem der Ansprüche 3 bis 5, in welchem der DC/DC-Wandler (50) wenigstens eine PWM-Steuerung aufweist, die mittels der Aufzugsteuerung (34) gesteuert wird.
  7. Aufzug nach einem der vorhergehenden Ansprüche, in welchem die Aufzugsteuerung (34) einen Hilfsstromversorgungseingang (58) aufweist, der mit der Reservestromversorgung (48) verbindbar ist.
  8. Aufzug nach Anspruch 7, in welchem ein zweiter DC/DC-Wandler (60) in dem Hilfsstromversorgungseingang (58) angeordnet ist.
  9. Aufzug nach einem der Ansprüche 3 bis 6 und einem der Ansprüche 7 bis 8, in welchem der DC/DC-Wandler (50) mit dem Hilfsstromversorgungseingang (58) verbunden ist, vorzugsweise mit dem zweiten DC/DC-Wandler (60), vorzugsweise über eine erste Diode (62).
  10. Aufzug nach einem der Ansprüche 7 bis 9, in welchem zwischen der Reservestromversorgung (48) und dem Hilfsstromversorgungseingang (58) eine Aktivierungsschaltung (64) angeordnet ist, in welcher Aktivierungsschaltung (64) ein dritter Schalter (66) angeordnet ist, der mittels der Notsteuerung (35) und mittels der manuellen Antriebssteuerung (78) steuerbar ist.
  11. Aufzug nach einem der Ansprüche 7 bis 9 und 10, in welchem der dritte Schalter (66) mit dem zweiten DC/DC-Wandler (60) über eine zweite Diode (68) verbunden ist.
  12. Aufzug nach Anspruch 10 oder 11, in welchem der dritte Schalter (66) mittels wenigstens eines Transistors (70) gesteuert ist, der wiederum über die Notsteuerung (35) gesteuert ist.
  13. Aufzug nach Anspruch 12, in welchem parallel zum Transistor (70) ein vierter Schalter (74) der manuellen Antriebsschaltung (78) verbunden ist, welcher vorzugsweise ein Optokoppler ist.
  14. Aufzug nach Anspruch 13, in welchem die manuelle Antriebsschaltung (78) eine zweite Reservestromversorgung (80) und den manuelle Antriebsschalter (82) aufweist, welche manuelle Antriebsschaltung (78) den dritten Schalter (66) über den Optokoppler (74) steuert.
  15. Aufzug nach einem der vorhergehenden Ansprüche, in welchem die Reservestromversorgung (48) eine Batterie ist oder enthält.
  16. Verfahren zum Durchführen einer Rettungsaktion in einem Aufzug nach einem der vorhergehenden Ansprüche, gekennzeichnet durch folgende Schritte:
    - im Fall einer Stromunterbrechung wird der Schalter (40) geöffnet und die Reservestromversorgung (48) startet die Zufuhr von Gleichstrom zu dem Gleichspannungszwischenkreis (20) über den DC/DC-Wandler (50),
    - eine Aktivierungsschaltung (64) wird mittels der Notsteuerung (35) oder mittels einer manuellen Antriebsschaltung (78) in Betrieb gesetzt, welche Aktivierungsschaltung (64) die Reservestromversorgung (48) mit einem Hilfsstromversorgungseingang (58) der Notsteuerung (35) verbindet, um selektiv einen automatischen oder manuellen Notlauf durchzuführen,
    - die Reservestromversorgung (48) wird mit der ersten Zufuhrleitung (38a) verbunden und der untere Halbleiter (17f) der Gleichrichterbrücke (16), der mit der ersten Zufuhrleitung (38a) verbunden ist, wird angesteuert, um mit einer Frequenz zwischen 100 Hz und 100 kHz zu schalten,
    - wobei in dem automatischen Rettungslauf die Notsteuerung (35) die Aufzugsbremsen (32a,b) zur Freigabe ansteuert, indem den Bremsen (32a,b) von dem Gleichspannungszwischenkreis (20) Strom zugeführt wird und der Aufzugsmotor (12) mittels der Steuerung der Inverterbrücke (18) zu rotieren beginnt, und
    - wobei in dem manuellen Notlauf die Notfallsteuerung (35) wenigstens die Aufzugsbremsen (32a,b) zur Freigabe beaufschlagt, indem den Bremsen (32a,b) von dem Gleichspannungszwischenkreis (20) Strom zugeführt wird,
    - über die Halbleiterschalter (17a,b,d,e), die mit der zweiten und dritten Zufuhrleitung (38b,c) verbunden sind, wird eine Wechselspannung in der zweiten und/oder dritten Zufuhrleitung (38b,c) generiert, welche als Stromversorgung (48) mit der Türanordnung (56) der Aufzugskabine (28) verbunden wird,
    - nachdem die Aufzugskabine (28) eine Landezone erreicht hat, werden mittels der über die zweite und/oder dritte Zufuhrleitung (38b,c) erfolgende Stromzufuhr die Türen geöffnet, um die Passagiere freizusetzen.
  17. Verfahren nach Anspruch 16, in welchem in dem manuellen Notlauf die Notfallsteuerung (34) die Aufzugsbremsen (32a,b) mit Strom beaufschlagt, um sie freizugeben, indem den Bremsen (32a,b) von dem Gleichspannungszwischenkreis (20) gesteuert Strom zugeführt wird und damit beginnend eine Rotation des Aufzugsmotors (12) über die Steuerung der Inverterbrücke (18) erfolgt.
  18. Verfahren nach Anspruch 17, bei dem, wenn die Notfallsteuerung (35) abgeschaltet hat, so dass die Aktivierungsschaltung (64) nicht aktiviert wird, ein manueller Antriebsschalter (82) in einer manuellen Antriebsschaltung (78) gedrückt wird, was zum Schließen der Aktivierungsschaltung (64) führt.
  19. Verfahren zum Betrieb eines Aufzugs nach einem der Ansprüche 1 bis 15 und konzipiert zur Verwendung des Verfahrens zum Durchführen einer Rettungsaktion nach den Ansprüchen 16, 17 oder 18, bei welchem der DC/DC-Wandler (50) während der normalen Aufzugstätigkeit zum Aufladen der Reservestromversorgung (48) genutzt wird.
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EP17200594.4A EP3483106B1 (de) 2017-11-08 2017-11-08 Automatischer und manueller rettungsbetrieb für ein aufzug
ES17200594T ES2812804T3 (es) 2017-11-08 2017-11-08 Operación de rescate automático y manual de ascensor
DK17200594.4T DK3483106T3 (da) 2017-11-08 2017-11-08 Elevator automatisk og manuel redningsoperation
EP18154112.9A EP3483107B1 (de) 2017-11-08 2018-01-30 Aufzug
US16/168,488 US11577934B2 (en) 2017-11-08 2018-10-23 Elevator
US16/172,386 US11498806B2 (en) 2017-11-08 2018-10-26 Elevator
CN201811300653.6A CN109748161B (zh) 2017-11-08 2018-11-02 电梯
CN201811323889.1A CN109748166B (zh) 2017-11-08 2018-11-08 电梯
RU2018139323A RU2760796C2 (ru) 2017-11-08 2018-11-08 Лифт

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US11577934B2 (en) 2023-02-14
ES2812804T3 (es) 2021-03-18
CN109748166A (zh) 2019-05-14
EP3483107A1 (de) 2019-05-15
RU2018139323A3 (de) 2021-11-03
DK3483106T3 (da) 2020-08-31
CN109748166B (zh) 2023-03-24
CN109748161A (zh) 2019-05-14
RU2760796C2 (ru) 2021-11-30
US20190135584A1 (en) 2019-05-09
EP3483107B1 (de) 2022-06-08
RU2018139323A (ru) 2020-05-12
US20190135585A1 (en) 2019-05-09
US11498806B2 (en) 2022-11-15
EP3483106A1 (de) 2019-05-15
CN109748161B (zh) 2022-10-14

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